Normal sensor readings during engine diagnostics. Typical operating parameters of VAZ injection engines

Operation of sensors in VAZ injection and carburetor engines: table of typical parameters

Optimal operation of a car engine depends on many parameters and devices. To ensure normal operation, VAZ engines are equipped with various sensors designed to perform different functions. What you need to know about diagnosing and replacing controllers and what are the parameters of sensors for VAZ injection engines is presented in the table in this article.

Understanding the oxygen sensor

It is necessary to determine the sensor articles not by the engine model or even by Euro standards, but only by the ECU unit. The number of oxygen sensors can be two or one - it all depends on environmental standards. AvtoVAZ also used two types of sensors - 0 258 005 133, 0 258 006 537 (BOSCH part numbers). The first of them are compatible with BOSCH M1.5.4, MP7.0 and January 5.1 controllers. Newer sensors were connected to the BOSCH M7.9.7 ECU (January 7.2). The two different types of sensors differ even in appearance. The ECU unit in “Dozens of VAZs” is located under a plastic cover. It is located near the front passenger's foot. The red arrow marks the first, that is, the main sensor. The top photo corresponds to engine 21124 (1.6 l). VAZ-21120 engines (1.5 l) could meet the Euro-3 standard, and then an “extended” catalyst was welded behind the main sensor. The second sensor was located behind it, that is, behind the “can”. Let's clarify:

• The Euro-2 standard corresponds to a design with one sensor (main);
• During the transition to Euro-3 standards, a second sensor was added (blue arrow).

By the way, the 24th engine can meet Euro-4 standards.

Typical operating parameters of VAZ injection engines

Checking VAZ sensors is usually carried out when certain problems are detected in the operation of the controllers. For diagnostics, it is advisable to know what malfunctions of VAZ sensors can occur; this will allow you to quickly and correctly check the device and replace it in a timely manner. So, how to check the main VAZ sensors and how to replace them after that - read below.

Basic parameters of controllers on VAZ injection engines

DIY diagnostics of Lada Kalina 1, 2

Diagnostics by car models April 2, 2022 Rating:

Reading time

Difficulty of the material:

For the pros - 4 out of 5

To independently carry out computer diagnostics of the Lada Kalina via a laptop or smartphone, just connect to the OBD2 connector with a diagnostic adapter and a car scanner. In 90% of cases, comp. Auto diagnostics boils down to reading data from the ECU, but not every driver knows how to do this correctly.

This manual describes in detail the process of connecting to the “brains” of the car, including which auto scanner and program to choose. In the article you will find many useful links to more detailed instructions and site materials.

Author of the site elm327-obd2.ru

Features, diagnostics and replacement of elements of injection systems on VAZ cars

Below we will look at the main controllers!

Hall

There are several options for how you can check the Hall sensor of a VAZ:

The replacement procedure is performed as follows (the process is described using the example of model 2107):

Speeds

The following symptoms may indicate a failure of this regulator:

Fuel level

The VAZ or FLS fuel level sensor is used to indicate the remaining volume of gasoline in the fuel tank. Moreover, the fuel level sensor itself is installed in the same housing with the fuel pump. If it malfunctions, the readings on the dashboard may be inaccurate.

The replacement is done like this (using the example of model 2110):

Photo gallery “Changing the FLS with your own hands”

Idle move

If the idle speed sensor on a VAZ fails, this is fraught with the following problems:

To solve the problem of device inoperability, the VAZ idle speed sensor can either be cleaned or replaced. The device itself is located opposite the cable that goes to the gas pedal, in particular, on the throttle valve.

The VAZ idle speed sensor is fixed using several bolts:

Crankshaft

The VAZ crankshaft sensor is used to synchronize the operation of the fuel supply and ignition systems. Diagnosis of DPKV can be made in several ways.

To replace the DPKV, do the following:

Lambda probe

The VAZ lambda probe is a device whose purpose is to determine the volume of oxygen present in the exhaust gases. This data allows the control unit to correctly create the proportions of air and fuel to form a combustible mixture. The device itself is located on the exhaust pipe of the muffler, at the bottom.

The regulator is replaced as follows:

Methods for checking the camshaft sensor

Before testing the sensor using a multimeter or other electronic tools, you must check its mechanical integrity. In particular, it is installed in a housing with an O-ring, ensuring its secure fastening. We need to check its condition. It would also be useful to check the integrity of the sensor body, whether there are cracks or other damage on it. It is advisable to check the drive disk to see if the teeth are damaged or if there are metal shavings on the sensor body or nearby.

On the Internet you can find information that supposedly the DPRV can be determined to work by simply checking its magnetic properties. In particular, bring a small metal part to its end (the working sensitive part), which should “stick” to the sensor. In fact, this is not the case, and a non-working DPRV may or may not have magnetic properties. Accordingly, verification must be performed using other methods.

There are two main ways to test the camshaft position sensor - using an electronic multimeter and using an oscilloscope. The first method is simpler and faster, but the second is more accurate and provides more diagnostic information.

Checking the camshaft sensor with a multimeter

To check the DPRV, dismantling is necessary. This is not difficult to do; you just need to disconnect the contact group of wires from it and unscrew the fastening bolt. You will also need a small metal object (ferrous metal so that it is magnetic) to test.

Connection diagram for checking phase sensor 21110-3706040

Connection diagram for checking phase sensor 21120-3706040

The algorithm for checking the sensor with a multimeter is as follows:

1. Take a multimeter and switch it to the DC voltage measurement mode in the range up to 20 V (depending on the specific multimeter model).
2. Disconnect the “chip” from the sensor by unclipping the latch.
3. Remove the sensor from its mounting location.
4. On the “chip” of the sensor 21110-3706040 of a VAZ car (and on many others), contact “A” corresponds to ground, contact “C” is the positive wire, comes from the control relay, contact “B” is the signal wire (middle). For sensor chip 21120-3706040, contact “A” corresponds to ground, contact “B” is the positive wire from the control relay, contact “C” is the signal wire.
5. Check the presence of power on the chips. To do this, you need to turn on the ignition on the car (but do not start the engine) and do this with a multimeter. If there is no power to the chips, then you need to look for the reason. This could be faulty wiring (insulation damage, broken wires), failure of the control relay, or a glitch in the electronic control system (ECU).
6. Next, you need to connect the sensors for testing according to the diagrams shown in the figure.
7. Apply a voltage of 13.5±0.5V to the sensor (although less is allowed, for example, 12...12.5 Volts from the battery).
8. If, when power is applied to the sensor, the voltmeter detects a lack of voltage on the sensor, then this indicates either a breakdown of the sensor itself, the test can be completed and you can prepare to replace the sensor with a new one.
9. Measure the voltage between the positive and signal contacts. It must be equal to at least 90% of the supply voltage (that is, if the supply voltage is 12 Volts, then the voltage at the signal contact must be at least 10.8 Volts).
10. Bring a metal object prepared in advance to the end of the sensor (its signal part). Re-measure the voltage at the signal contact. It should be no more than 0.4 Volts. Remove the plate - the voltage value should be restored to 90.100% of the supply. If there are any deviations during the verification process, it means that the sensor has failed and must be replaced.

Checking the DPRV using an oscilloscope

An electronic oscilloscope helps to understand how the camshaft position sensor works and whether it produces pulses at all. Usually they use a so-called electronic oscilloscope, that is, simply a simulator program installed on a laptop or other similar device. You need to connect to the camshaft sensor and take an oscillogram from it. Ideally, there should be a smooth comb diagram with one drop-out peak that corresponds to the rapper passing through the sensor. If the oscillogram has a different shape, additional verification is needed.

When diagnosing the camshaft sensor of Nissan cars (in particular, Nissan Almera) with an oscilloscope, the shape of the oscillogram will be different. It will not be smooth, but in the form of 3 impulses, then a space, then 4 impulses - a space, 2 impulses - a space and one impulse - a space. For engines from this automaker, this feature is the norm.

Motorhelp.ru engine diagnostics and repair

Typical operating parameters of VAZ injection engines.

1.3 MAF ADC channel in rest mode: 0.996/1.016 V - normal, up to 1.035 V is still acceptable, everything above is already a reason to think about replacing the mass air flow sensor. Injection systems equipped with feedback from an oxygen sensor are able to correct, to some extent, incorrect readings of the mass air flow sensor, but there is a limit to everything, so you should not delay replacing this sensor if it is already worn out.

2. The engine is idling.

2.1 Idle speed. Typically this is 800 - 850 rpm with a fully warmed up engine. The idle speed value depends on the engine temperature and is set in the engine control program.

2.2 Mass air flow. For 8-valve engines, the typical value is 8-10 kg/h, for 16-valve engines - 7-9.5 kg/h with a fully warmed-up engine at idle. For the M73 ECU these values ​​are slightly higher due to a design feature.

2.3 Length of injection time. For phased injection, the typical value is 3.3 - 4.1 ms. For simultaneous – 2.1 – 2.4 ms. Actually, the injection time itself is not as important as its correction.

2.4 Injection time correction factor. Depends on many factors. This is a topic for a separate article, but it’s worth mentioning here that the closer to 1,000 the better. More than 1,000 means the mixture is further enriched, less than 1,000 means it is leaner.

Interchangeability

This issue is quite relevant, especially taking into account the cost of original products from the imported automobile industry. But it’s not so simple here; let’s give an example. In the first production models of the Gorky Automobile Plant, the injection Volgas were equipped with a BOSCH air flow sensor. Somewhat later, imported sensors and controllers replaced domestic products.

A – imported filament air flow sensor manufactured by Bosh (pbt-gf30) and its domestic analogues B – JSCB “Impuls” and C – APZ

Structurally, these products were practically no different with the exception of several design features, namely:

• The diameter of the wire used in a wirewound thermistor. Bosch products have a diameter of 0.07 mm, and domestic products have a diameter of 0.10 mm.
• The method of fastening the wire differs in the type of welding. For imported sensors this is resistance welding, for domestic products it is laser welding.
• Shape of a thread thermistor. Bosh has a U-shaped geometry, APZ produces devices with a V-shaped thread, and products from JSC Impulse are distinguished by the square shape of the thread suspension.

All the sensors given as an example were interchangeable until the Gorky Automobile Plant switched to film analogues. The reasons for the transition were described above.

Film air flow sensor Siemens for GAZ 31105

It makes no sense to give a domestic analogue to the sensor shown in the figure, since outwardly it is practically no different.

It should be noted that when switching from filament devices to film devices, most likely, it will be necessary to change the entire system, namely: the sensor itself, the connecting wire from it to the ECU, and, in fact, the controller itself. In some cases, the control can be adapted (reflashed) to work with another sensor. This problem is due to the fact that most filament flowmeters send analog signals, while film flowmeters send digital signals.

It should be noted that the first production VAZ cars with an injection engine were equipped with a filament air flow sensor (made by GM) with a digital output; examples include models 2107, 2109, 2110, etc. Now they are equipped with air flow sensor BOSCH 0 280 218 004 .

To select analogues, you can use information from official sources or thematic forums. As an example, below is a table of the interchangeability of mass air flow sensors for VAZ cars.

Compatibility table for mass air flow sensor for the VAZ model range

The presented table clearly shows that, for example, the MAF sensor 0-280-218-116 is compatible with VAZ 21124 and 21214 engines, but is not suitable for 2114, 2112 (including those with 16 valves). Accordingly, you can find information on other VAZ models (for example, Lada Granta, Kalina, Priora, 21099, 2115, Chevrolet Niva, etc.).

As a rule, there will be no problems with other brands of cars of domestic or joint production (UAZ Patriot ZMZ 409, Daewoo Lanos or Nexia), choosing a replacement mass air flow sensor for them will not be a problem, the same applies to products of the Chinese automobile industry (KIA Ceed, Spectra, Sportage etc.). But in this case, there is a high probability that the MAF pinout may not match; a soldering iron will help correct the situation.

The situation is much more complicated with European, American and Japanese cars. Therefore, if you have a Toyota, Volkswagen Passat, Subaru, Mercedes, Ford Focus, Nissan Premiere P12, Renault Megane or another European, American or Japanese car, before replacing the mass air flow sensor, you need to carefully weigh all the solution options.

If you are interested, you can search online for an epic about an attempt to replace the “native” air meter with an analogue on a Nissan Almera H16. One attempt resulted in excessive fuel consumption even at idle.

In some cases, searching for an analogue one will be justified, especially if you take into account the cost of the “native” VU meter (for example, the BMW E160 or Nissan X-Trail T30).

Types of ECU (esud, controller). What kind of ECUs are installed on VAZ?

"January-4", "GM-09"

The very first controllers on SAMARA were January-4, GM - 09. They were installed on the first models before the year 2000. These models were produced both with and without a resonant knock sensor.

The table contains two columns: 1st column – ECU number, second column – brand of “brains”, firmware version, toxicity standard, distinctive features.

VAZ 2113-2115 from 2003 are equipped with the following types of ECUs:

"January 5.1.x"

Interchangeable with “VS (Itelma) 5.1”, “Bosch M1.5.4”

"Bosch M1.5.4"

The following types of hardware implementation are distinguished:

"Bosch MP7.0"

As a rule, this type of controller is released onto the market and installed at the factory in a single volume. Has a standard 55-pin connector. Capable of working with recrossing on other types of ECM.

"Bosch M7.9.7"

These brains began to be part of the car at the end of 2003. This controller has its own connector, which is incompatible with connectors produced before this model. This type of ECU is installed on VAZ with EURO-2 and EURO-3 toxicity standards. This ECM is lighter weight and smaller in size than previous models. There is also a more reliable connector with increased reliability. They include a switch, which will generally increase the reliability of the controller.

This ECU is in no way compatible with previous controllers.

"VS 5.1"

The following types of hardware implementation are distinguished:

"January 7.2."

This type of ECU is made with a different type of wiring (81 pins) and is similar to Boshevsky 7.9.7+. This type of ECU is produced both by Itelma and Avtel. Interchangeable with Bosch M.7.9.7. As for the software, 7.2 is a continuation of January 5th.

This table shows variations of the BOSCH ECU, 7.9.7, January 7.2, Itelma, installed exclusively on the VAZ 2109-2115 with a 1.5L 8kL engine.

Below is a table with the same ECUs, but for 1.6l 8kl engines.

"January 5.1"

All types of controllers of their type are built on the same platform and most often have differences in the switching of injectors and the DC heater.

Let's look at the following example of ECU firmware January 5.1: 2112-1411020-41 and 2111-1411020-61. The first version has phased injection and an oxygen sensor, the second version differs only in that it has parallel injection. Conclusion - the difference between the ECU data is only in the firmware, so they can be interchanged.

Wrong name – January 7.3. This is the last type of controller that is currently installed at AvtoVAZ. This type of ECU has been installed since 2007. on a VAZ with EURO-3 toxicity standard.

The manufacturers of this ECU are two Russian companies: Itelma and Avtel. Below, the table shows ECUs for engines with EURO-3 and Euro-4 toxicity standards.

Characteristics of internal combustion engine 21124

The designers were not faced with the task of increasing power; it was much more important to increase the environmental standard, and to get rid of the danger of damage to the valves by the pistons if the timing belt breaks, so the engine layout remained unchanged:

• 16 valves;
• two overhead camshafts according to the DOHC scheme;
• belt drive of the gas distribution mechanism;
• 82 mm cylinder diameter.

As a result of design changes, the technical characteristics of motor 21124 are as follows:

The presence of several repair sizes of cylinder liners and pistons ensures that major repairs can be carried out several times without replacing the cylinder block. That is, in accordance with the terminology accepted in engine building, motor 21124 conventionally refers to the “million-dollar” engine, and the manual includes not only a description of the parameters, but also step-by-step repairs of individual components.

How to deceive the mass air flow sensor using ECU firmware

The good thing about the previous method is that its implementation does not require complex equipment or painstaking work. If you were able to check the voltage at the output of the flow meter with a multimeter (which means you at least have one), and know how to hold a soldering iron in your hands, installing a resistor in the wire gap will not be difficult. However, the dependence of voltage on air flow mass is nonlinear. And when the throttle valve opens, the error of the signal corrected by the resistor at rest will increase. Accordingly, the fuel-air mixture will not be ideal.

ADC codes

ADC code parameters relate to analog sensors of the control system:

Physically, ADC codes reflect the voltage that the sensor produces. Typically, these parameters are used to test sensor circuits. If fault codes occur associated with a low or high signal level of such a sensor, then the control system operates in backup modes. In this case, the value of the parameter related to this sensor is selected either from the emergency table or calculated using specified formulas, for example, the coolant temperature with a faulty temperature sensor increases during engine operation.

If, during a physical change in the parameter measured by the sensor, the ADC code remains a constant value, then the electrical circuit connecting the sensor is inoperative.

Replacing the air flow sensor

To replace the sensor with your own hands, you need to prepare a shaped screwdriver and a “10” key.

The replacement procedure consists of the following steps:

Disconnecting the sensor connector

Thus, if the car stalls and has all the signs of a breakdown of the mass air flow sensor, then before you start repairing it, you should check the level of its signal, it should not be low, perform a full diagnosis of the car and repair all faulty components and parts.

It is important to undergo regular vehicle inspections and perform timely maintenance, then the parts and components will last longer.

Description of ADS1115 registers

The ADC has only 4 internal registers, all registers are 16-bit, respectively, for each write/read session, 2 information bytes are transmitted via the I2C interface (except for the register address byte). The registers are described in the table below:

The configuration register is used to control the ADC; the register is described in the table below:

Basket

If Combiloader “does something wrong” or does not do what you think it should do, or does it incorrectly, you need to contact technical support at

This is easy to do if you back up “I can’t”, “it doesn’t work” or “doesn’t want” with a diagnostic log.

How to get it? Just!

1) Download the PortMon program 2) Launch PortMon. It may matter which folder it is launched from. You must NOT receive the message “Unable to load driver.” at startup. 3) Edit-Max output bytes set to 1024 -> Apply. 4) Edit-History depth -> 0 -> Apply 5) Computer -> Disconnect 6) Computer -> Connect local 7) Options -> ShowTime and ShowHex only. Capture -> Capture Events checkbox. 9) Capture -> Ports -> Check the box next to the host/Loader port. 10) Minimize (not close) PortMon. 11) Run the diagnostic program/Bootloader. 12) Reproduce the steps that lead to the error. 13) Close the diagnostic program/Bootloader. 14) Return to PortMon. 15) File -> Save As -> enter the file name and send it to me zipped.

(Points 3 - 9 must be done once, they will be remembered, point 9 may have to be monitored)

If differences with other programs were noticed, do the same with them.

ATTENTION! After starting PortMon, there is no need to remove the host. If you remove it, it will be able to “appear” in the system only after a reboot.

Terms of refund for goods sold

In accordance with the current legislation of the Russian Federation (Law on the Protection of Consumer Rights), the buyer has the right to refuse the ordered goods at any time BEFORE receiving the goods.

The acquisition of the right to use a computer program (license) on the basis of a license agreement is regulated by the norms of the Civil Code of the Russian Federation. Unilateral refusal of the acquired right of use (at the user’s initiative) is not provided for by law, and therefore previously purchased licenses are not subject to return and no refunds are made for them.

Refunds are made only if the electronic key for the computer program copy has not been activated and there is confirmation from the copyright holder.

Let's compare architectures

At the moment, there are many different ADC architectures in the world. Each of them has its own advantages and disadvantages. There is no architecture that would achieve the maximum values ​​of all the parameters described above. Let's analyze what maximum speed and resolution parameters the companies producing ADCs were able to achieve. We will also evaluate the advantages and disadvantages of each architecture (you can read more about the various architectures in the article on Habr). Architecture comparison table

Term: ADC

Analog-to-digital converter (ADC) is a device that converts an input analog signal into a digital signal (digital binary code). For tasks of measuring the value of a signal at an arbitrary point in time, an asynchronous mode of operation with an ADC with single analog-to-digital conversions that are not strictly time-bound is used. For tasks of measuring the functional dependence of changes in an analog signal, the synchronous operating mode of the ADC is used. The synchronous mode of operation of the ADC without missing data over an arbitrarily large time interval is also called streaming mode. Synchronous ADCs, as a rule, support the frame-by-frame principle of data acquisition, when digitized measurement reports form conditional frames with a specified number of samples corresponding to specified measurement channels.

The ADC is an integral part of the data acquisition system.

Main parameters of the ADC:

Introduction

I would like to start with an interesting philosophical question: if an analog signal is infinity, do we lose an infinite amount of information when digitizing the signal? If this is true, then what is the point of such an ineffective transformation? In order to answer this question, let's understand what analog-to-digital signal conversion is. The main graph that reflects the operation of the ADC is the conversion transfer characteristic. In an ideal world, this would be a straight line, meaning that each analog signal level would have a single digital equivalent.

Rice.
1: Ideal ADC performance However, due to the presence of various types of noise, we cannot increase the ADC bit capacity indefinitely. That is, there is a limit that limits the minimum price of the scale division. In other words, by decreasing the scale division, sooner or later we will “run into” noise. Yes, of course, you can make at least a 100-bit ADC, but most of the bits of this ADC will not carry useful information. That is why the ADC characteristic has a step form, which is equivalent to the presence of a finite bit capacity of the ADC. When designing a system, it is necessary to select an ADC that would ensure no loss of information during digitization. In order to choose a converter, you need to understand what parameters characterize it. ADC parameters can be divided into 2 groups:

• Static
  - characterize the ADC with a constant or very slowly changing input signal. These parameters include: the maximum and minimum permissible value of the input signal, bit depth, integral and differential nonlinearity, temperature instability of conversion parameters, etc.
• Dynamic
  - determine the maximum conversion speed, the maximum frequency of the input signal, noise and nonlinearity.